William b



. i I 2 Shee ts--Sh eet 1. W. B. TURNER. MOMENTUM. GAR BRAKE.

-.(No Model.)

Patented Dec. 5,' 1882.

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(No Model.) 2 Sheets-Sheet 2. W. B TURNER.

MOMBNTUM GAR BRAKE.

No.268fl754. Patented 1160.5,1882,

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UNITED STATES \VlLLlAM B. TURNER,

on NEW YORK, N. Y.

MOMENTUM CAR-BRAKE.

SPECIFICATION forming part of Letters'Patent No. 268,754, dated December 5, 16 82.

Application filed August 2, 1882. (No model.)

To all whom it may concern Be it known that I, WILLIAM B. TURNER, a citizen of the United States ofNorth America, and a resident of the city, county, and State of New York, have invented a new and useful Improvement in Combined Momentum Car- Brake and Automatic Train-Relation Adjuster, of which the following is a specification. My invention relates especially to moment'um car -brakes adapted and arranged to be applied to the moving car or train of carsby means of the compression of the draw-bar, and has for its object the production of a device whereby the train relationi lor the adjustment of the brake mechanism in relation to the direction in which the car or train is movin is under the control of the engineer, and is so arranged that it will automatically adjust itself, and thereby render the brakes operative in the direction in which the car is moving.

To aceom plish this end my improvementconsists essentially in connecting the extremity of the draw-bar or its equivalent beneath the car with two horizontal levers, one of said levers hemg t'ulcrumed to a side beam of the car-body and the other lever to the first. The free ends of both these levers are provided with oppo :itely-incliued planes, the faces whereof are movably held together bysuitable springs, the operating-lever havinga vertical as well as a horizontal movement, while the motor-lever moves in a horizontal direction only. The brake-chain leading to the brake-lever is attached to the above-mentioned operati rig-lever.

When the draw-bar is extended the inclined planes upon said levers permit the motor-lever to pass the operating-lever, leaving the brake free and allowing the car to move forward. If new the steam be shut ofi' atthe engine and a brake be applied thereto, the momentum of the car toward the engine will compress the draw-bar. Thereby the motor-lever will be pushed back, with the vertical side of its inclined plane in contact with the corresponding side of the operatinglever, whereby the brake-chain will be tightened, efiecting the application of the shoes to the wheels. In order that the car may be run in the opposite direction, and that the brakes may automatically adjust themselves to such change in the direction of the car motion, I attach a rod to the brake-beam, which rod extends upward therefrom, and is connected with one arm of a bell-crank fulc'rumed upon the side of one of the car-beams, while the other arm of said bellcrank is connected with the extremity of a tierod that extends longitudinally across the truck, and has a similar bell-crank connected at its other end and fulcrumed upon one of the car-timbers. A T-headed lever fulcrumed at its lower extremity to one of the car-beams, and actuated by the movements of the tie-rod, operates through suitable mechanism a lever engaging with an eccentric cam-plate, which is adapted'and arranged to control the vertical movement of the operating-lever for the purpose of disengaging the brakes when the train relation is out of adjustment.

Another important part of myinvention consists in utilizing the lost or free motion of the brake-beam hanging, for the purpose of allowing the brake-beams to travel each way with the wheels. To do this I suspend the brakebeains by rods which are attached to bellcranks, that in turn are connected by a rod called a tie-rod. One-halfot' the free or lost brake-beams and bell-cranks, thereby permitting the said beams to follow each other in their are of movement. Should I find that the ordinary hangings did not have enough free or lost motion to serve the purpose, I would give them the required amount by using slotted hangers. When the brake-beams are made to travel either way from the center of their arcs of movement by the friction of the wheels on the shoes, they are returned to their normal positions by means of springs or other suitable devices operating through the tie-rod and connected bell-cranks, to the latter of which the said beams are connected; and my invention involves certain other novel and useful combinations or arrangements of parts and peculiarities of construction and operation, all of which will be hereinafter first fully described, and then pointed outin the claims.

In the drawings, Figure 1 is a vertical sectional view of a portion of a railway-car,show.- ing, in elevation, my improved automatic mechanism for regulating the relation of the motion is taken up by the rods between the .i

brake to the direction of movement of the car. Fig. 2 is a view in elevation of said mechanism,illustrating the position of the parts thereof when the car is moving in an opposite'dierection to that indicated in Fig. 1, the direction of movement in-each of said figures being indicated by the arrows. Fig. 3 is a plan view of the operating mechanism below line a m of Fig.1. Fig.4is an enlarged vertical sectional View of the eccentric cam-plate employed in said mechanism, and Fig. 5 is a sectional view thereof at line 1 y of Fig. 4.

' Like letters of reference, wherever they occur, indicate corresponding parts in all the figures.

A are the wheels of a oar-truck, and B are the axles, constructed and arranged in the usual manner.

O are the brake-beams, to the extremities whereof are attached brake-shoes D. Aflixed to beams O are the usual levers, E and E, the lower ends whereof are united by means of chain F.

G is the draw-bar, which may be provided with any coupling-buffer of approved construction.

H is the motor-lever, fulcrumed at h and extending in a horizontal direction, as plainly indicated in Fig. 3. Upon the extremity of said lever,on the lower face thereof, is located an inclined plane, h, the incline whereof is upward in the direction of the draw-bar.

H is the operating-lever, pivoted tolever H at W, and extending in a horizontal direction parallel thereto. Said lever H extends beyond lever B, and isalso provided with an inclined plane, hi, the incline whereof is directly opposite to h. Draw-bar G is secured to levers H and H at the fulcrum of H, as shown in Fig. 3. vIn order to maintain levers H and H in a proper position relative to each other, lever B moves in a slot, I, and lever H in a similar slot, 1.

J is a cross-bar capable of vertically moving in grooves j, and held against lever H by springs K, such a construction and arrangement permitting lever H to move only in a horizontal direction, while lever 11 may move both in a horizontal and vertical direction when it is necessary for the inclined planes upon the ends of said levers to pass each other.

L is the usual brake-wheel, supported upon staff .M, to the lower extremity whereof is attached brake-chain N, (indicated by dotted lines in Fig. 1,) passing therefrom to the upper end of brake-lever E; A similar chain, N, extends from the upper extremity of lever E to the'operating-le'ver H,and then to bolster P, to which it is securely attached, the short section of chain leading from said lever to the bolster prescribing the limit of movement of the operating-lever in one direction and holding it in position for the passage of the in-. clined planes.

When arranged as above described, and the car is moving in the direction indicated by the arrow in Fig. 1, with an engine attached to the draw-bar, the draw-bar will be extended, pulling lever H forward in slot 1. If-it is desired to brake up, steam is shut off at the 10- comotive and a brake applied thereto. The momentum of the car or train to which mydevice is attached will push the draw-bar in, pressing the perpendicular side of inclined plane it against the perpendicular side of. h thus causing the latter to draw upon chain N and force the brakeshoes against the wheels.

Attached to each brake-beam G is a rod, Q, extending therefrom to one arm of a bellcrank, R, pivoted upon the side of beam S. The other arm of belhcrank R is provided with a longitudinal slot, 8, through which extends a pin, t. affixed to tie-rod T, said tie-rod being loosely held, so that it may move longitudinally upon beam S by means of straps or staples U.

Engaging with tie-rod T at a suitable part thereof is a spring, V, adapted and arranged to draw said rod to the leftif it has been pulled in the opposite direction.

W is a T- shaped lever, pivoted at its lower extremity to beam S ora suitable block thereon. to are stops which regulate the distance said lever may move to the right or left, and dis a spring which holds said lever against either of the stops, as the case may be.

Attached to tie-rod T are spring-actuated detents b, adapted and arranged to engage upon opposite sides of the head of lever W, so that it may be moved to the right or left in accordance with the motion given the tie-rod by the brake when applied to the car-wheels, the movement of said tie-rod always being in the direction ofmovement ofrotation of the wheels.

0 is a projection formed'upon the tie-rod,extending downward therefrom. Pivoted thereto is a bent rod or arm, 0, the free end whereof is provided upon each side with bosses c and extends into cam-plate X.

X is an eccentric cam-plate pivoted to beam S. Said plate is constructed hollow, and provided interiorly upon one edge at the lower front end with opposite strips d, which prevent arm 0' withdrawing therefrom in a horizontal direction, while permitting a vertical move-- ment therein, and having a back fully open at the lower end and closed at the upper end, as shown in Fig. 4.

d is a spring adapted and arranged to return cam-plate X to the position shown in Fig. 1 after it has been pulled or pushed to the position shown in Fig. 2.

Attached to the center of lever W is a rod,

e, extending to a bell-crank, e, which is pivv oted at 6 The horizontal arm of said crank is much longer than the vertical arm,-and is provided with a slot, 6 wherein plays a pin,

a, affixed to arm 0'. The motion of the tierod back and forth will give rod 0 a corre-. sponding motion, while the movement of lever W to the right or left will raise or lower said rod within cam-plate X. When said arm is elevated,as in Fig. 1, a movement of the tierod to the left will push cam-plate X at the top, partially revolving it, whereby lever H will be forced downward by the lower edge of said cam, permitting the levers to pass each other when the draw-bar is compressed, and it rod 0 is depressed, as in Fig. 2, the opposite movement of the tie-rod will draw the cam forward at bottom, accomplishin'g the same result. hVhen the train relation is out of adjustment the detents b will he carried by the motion of the tie-rod in one or the other direction, as the case may be, so that one of them is moved past the lower corner of the T-lever head, the spring relating to said detent permitting it to be depressed to so pass and then springing it up again in operative position. While this is being done the brake is disengaged. The tie-rod spring V then operates to return saidtie-rod toits crutcrofmovemenhand inthis return of the tierod the detent, which is engaged against the outside of the T-lever,

head, carries the head of said lever to the opposite extreme of its arc of movement, thereby causing the rod 0 to rise or fall, as the case may be, in the cam-plate X, and thereby correct the train relation according to the direction of wheel rotation. When the train relation is right the detents are inoperative, as then they will be carried by the movement of the tie-rod under and clear of the higher corner of the T-lever head to their normal position, which is the center of movement of the tie-rod, as shown in Fig. 1.

While the various parts of the device are inv the position shown in Fig. 1 and the car is moving to the right, the tie-rod and arm 0 are which the car is then moving;

free to travel to the right, and such a movement will not turn the cam, as arm a will play freely therein but if the caris backed,causing the wheels to revolve in an opposite direction, the movement ofthe tie-rod to the left will cause arm 0 to act against the top of the cam, compressing the operating-lever and allowing the motor-lever to pass, thereby releasing the brake, and the return ofthe tie-rod to its center of movement by reason of spring V will cause the detent upon the left of lever W to engage therewith, drawing bell-crank e to the right, thus causing arm 0 to fall to the position shown in Fig. 2, which movement corrects the train relation in accordance withl the direction in If,now, the car he again pulled forward by the draw-bar, the inclined planes upon the levers H and H permit the motor-lever to return to the position shown in Fig. l. The brakes are now out of adjustment, and if applied the movement of the shoes, when pressed against the wheels, will, by means of the movement of thebrakebeams returning to the center of their are of movement, push the tie-rod to the right, whereby the lower end of the cam-plate is also drawnto the right, depressinga the lever H and permitting lever H .to pass,thereby releasing the brakes. The return of the tie-rod they to its normal position after the release of the brakes will raise arm a in the cam-plate, thereby adjusting the train relation and placing the brakes in proper position to be applied when the car is moving forward.

If the train of cars be drawn in thedirection indicated by the arrow in Fig. 1.,the draw-bar is free to move forward to its full limit, carrying lever H with it, and the brake-shoes'will hang free from the wheels, the brake shoes or beams being held-at the center of the limit of theirarc otmovement, thereby allowing them to travel with the wheelsineitherdirection when the draw-bar is compressed; and it"the drawbar is compressed the shoes will he forced against the wheels by lever H, bringing the train to a stand-still and if it is desired to back the train,as soon as the wheels commence to revolve in the opposite direction rod Q will be raised, pushing the tie-rod to the left, turning the cam-plate in such a manner as to permit levers H and H to pass each other, releasing the brakes.

Whenever the brakes are applied and the train relation is out of adjustment the movement of the tie-rod, actuated by the friction of the shoes upon the wheels, willoperatethrough arm d to rotate cam-plate X, whereby the operating-lever H is depressed, allowing lever H to pass, thereby releasing the brakes before the brake-beams have completed the full cirunit of their movement. beams have returned to the center of their movement by means of the spring operating through the tie-rod, they correct the train relation, or, in other words, place the brakes in aproper position to be applied in accordance with the direction in which the train is moving. It, now, the brakes be again applied will not he disengaged, but remain until the train is stopped, and will be released only by the engineer straightening out or backing the train.

When a train the brakes whereof are constructed in accordance with my invention starts out upon the road the position of the brake mechanism may be ascertained by simply slowing up the engine, and ifthe train relation be correct this slowing up ot'the engine will cause the compression of the draw-bar, which instantly applies the brakes; but if the train relation is not correct the application of the brakes is not efl'ective to stop the train, butis effective to correct the train relation, as above" brake mechanism automatically adjusted from an inoperative position to a position operative in the direction in which the car is moving by a tie-rodand an oscillating cam-plate and connecting mt chanism, substantially as shown and described.

2. A combined momentum car-brake and automatic brake-relation adjuster of the character herein specified, wherein the brake relation to the direction of the car movement is adjusted by the compression of the draw-bar act-' ingthrough the agency of mechanism constructed and arranged substantially as shown and described.

3. The combination, with a motor-lever and an operating-lever whereon are located oppositely-inclined planes. of an oscillating camplate and draw-bar or its equivalent, substantially as shownand described.

4. In a combined momentum car-brake and brake-relation adjuster, a motor-lever having a horizontal movement and an operating-lever having a vertical as well as a horizontal move ment, each of said levers being provided with inclined planes, in combination with an oscillating cam-plate, and balanced brake-beams and their connections, substantially as and for the uses and purpose shown and described.

5. In a combined momentum car-brake and automatic brake-relation adjuster of the character herein specified, the combination, with the motor and operating levers, of bar Jand springs K. supporting said levers and arranged relatively to each other, substantially as shown and described.

6. The combination, with levers H and H, bearing inclined-planes h and k of bar J, springs K, cam-plate X, and draw-bar G, substantially as shown and described.

7. The combination, with levers H and H, of

eccentric cam-plate X, substantially as shown and described.

v S, The combination, with the rod T, bellcranks It, spring V, and rods Q, of lever W and detents b, substantially as set forth.

9. The combination, with tie-rod T,bellcranks It, and lever W, engaging with detents b, of rod 6 and slotted crank e, substantially as shown and described.

10. The combination, with the rod T, rods Q, bell-cranks It, lever W, and detents b, of rod 6, slotted bell-crank e, and arm a, substantially as shown and described.

I .11. In a combined momentum car-brake and automatic brake-relation adjuster of the character herein specified, tie-rod T, belt-cranks It,-

rods Q, brake-beams 0, bearing shoes I), T- headed lever W, spring-actuated deten ts b, rod e,slotted bell-crank e,arm c,and eccentric camplate X, the whole combined and arranged to operate substantially as shown and described.

'12. In a combined momentum car-brake and automatic brakerelation adjuster as a means for restoring the brake-beams to the centers of their arcs of movement and holding them there until the brakes are applied, the combination, with said beams, ofconnected cranks, a tie-rod, and springs, arranged to operate substantially as herein shown and described.

13. In a combined momentum car-brake and brake relation adjuster, provided with a rotating or rocking cam'plate, the combination, with a tie-rod adapted to move horizontally and a T-lever adapted to rock back and forth and their attached mechanism, of the detents b, substantially as herein shown and described, said detents being operative for adjustingthe brake-relators by engaging with the head of the T-lever, correcting and adjusting the train relation and making the brake operative, as-

set forth.

14. In a combined momentum car-brake and brake-relation adjuster, the combination, with 'a rocking cam-plate, of a tie-rod,.'l, and connecting mechanism, as set forth.

15. In a momentum car-brake and automatic brake-relation adjuster, as specified, an eccentric cam-plate, substantially as herein shown and described, said cam-plate being rotated through suitable mechanism by the movement of a tiered, as set forth, said tie-rod being adapted to be operated by the friction of the brake-shoes on the wheel.

ISO

16. [n a car-brake, the balanced beams, in

combination with a tie-rod and springs, by

which they are held in the centers of their arcs of movement and arranged to travel each Way therefrom and simultaneously in opposite directions to each other, substantially as shown and described.

17. In a combined momentum car-brake and brake-relation adjuster, the combination, with a suitable rod, of a hollow cam-plate inclosing the brake-relator may be adjusted as set forth."

18. In a combined momentum car-brake and automatic train-relation adjuster from either ICS end, the. combination, with balance brake-- beams held in the center of their arcs of movement by springs, of mechanism actuated by the friction of the shoes on the wheels for the purpose of disengaging the brakes when the train relation is out of adjustment, substantially as herein shown and described.

19. In acoinjiined momentum car-brake and automaticbrake-relation adjuster, the combi nation, with balanced brake-beams and their attached mechanism, of a horizontally-moving In testimony that I claim the foregoing as m tie-rod, a cam-plate and its connected mechmy invention I have signed my name, in presanism of an operating and motor lever, snbence of two Witnesses, this 29th day of J uly,

stantially as herein shown and described, the 1882. i 5 said operating-lever being adapted to be'depressed by the partial rotation of the camplate for the purpose of permitting the motor- Witnesses:

lever to pass and disengage the brakes as JACOB J. STORER,

specified. ALBERT P. MORIARTY.

WILLIAM B. TURKER. 

